Automatic stop for elevators.



K. E. 0. JA NSSON. AUTOMATIC STOP FOR ELEVATORS.

APPLICATION HLED JUNE 1, 1909- RENEWED SEPT. 20,1912- 1. 1 939% Patented Jan. 25, 1916.

3 SHEETS-SHEET 1..

WITNESSES:

K. E. O. JANSSON. AUTOMATIC STOP FOR ELEVATORS.

APPLICATION FILED JUNE 1. 1909. RENEWED SEPT. 20. I912.

Patented Jan. 25, 1916.

3 SHEETS-SHEET 2.

WITNESSES:

INVENTOR ATTO RN EY TH? (OLUMBIA PLANOGRAPH Co., WASHINGTON, n.

K. E. 0. JANSSON.

AUTOMATIC STOP FOR ELEVATORS.

APPLICATION FILED 1pm: 1, 1909. RENEWED SEPT.20.1912.

2 Patented Jams, 1916.

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THE COLUMBIA PLANOGRAPH (20-. WASHINGTON. D. c.

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KARL E. OSSIAN JANSSON, F FLU SHING, NEW YORK, ASSIGNOR, BY MESNE ASSIGN- MENTS, 'IO STANDARD PLUNGER ELEVATGR COMPANY, A CORPORATION OF MAS- saonusnrrs.

AUTOMIKTIC STOP FOR ELEVATORS.

Application filed June 1, 1.903, Serial No. 4539,5503.

To alien/ 10m it may concern:

Be it known that LKARL E. OssIAN JANssoN, a citizen of the United States, and a resident of Flushing; in the county of Queens, in the city and State of New York, United States of Amer'ca, have invented certain new and useful Improvements in Automatic Stops for Elevators, of which the followiu is a specification.

My invention relates to automat1c stops for elevators and its object is to improve upon devices of this character, and to provide a simple and efficient apparatus for bringing elevator-cars to rest atthe ends of their paths of travel. r

I will describe my invention in the following specificatiou and point outthe novel fea ures thereof in the appended claims.

Referring to the drawings, Figure 1 shows in side elevation a hydraulic elevator of the plunger tvpe, with my invention applied thereto. Fig. 2 is a side elevation on a lar er scale of one of the stationary cams. In Fi 8 I have shown in sectional plan view a preferred manner of supporting the cams. Fig. iis a sectional side elevation of an im roved valve which I have invented, and Fig. 5 is a sectional end view of the same. In Fig. 6 another arrangement of my invention is shown, and the modified form of valve in the latter figure is shown in section on a larger scale in Fig. 7.

Like characters of reference designate corresponding parts in all of the figures.

10 designates an elevator-car which is arran ed to run vertically upon stationary guides 11.

12 is a plunger aflixed to the car and running down into a cylinder 13.

14 designates a pressure pipe from a suitable source of supply, and 15 is the exhaust pipe. 16 is the main controlling valve for the e e ator by means of which either of these pipes may be connected with the cylinder T3 at will. 17 and 18'are pipe connections between this valve and the cylinder.

19 is the counterweight which is connected with the car in the usual manner.

20 designates an automatic stop-valve of novel construction which is interposed in the pipe. connections 17, 18 and is therefore a stationary mechanism. This valve is sh wn somewhat in det il in Fig. 4. It comprises a piston rod 21 upon which are mounted pistons 22, 23 and 2-l which are Specification of Iletters Patent.

Patented Jan. 25, 1916. Renewed September 20, 1812. Serial No. 721,521.

fittedwithin a cylinder 30. A casing which surrounds this cylinder is constructed to form a chamber 25 below the cylinder and certain passages leading to the chamber 25 and to the ports in the cylinder. One of these passages 26 leads from the pipe 17 to a port 31 in the cylinder, and to the chamher 25 through a passage 27.

28 is a passage connecting with the cyl- Iinder through port 32, and with chamber 2-5 through passage 29. i

33 is a swinging controlling blade pivot ally supported within the chamber 25 and provided with a pair of projecting arms B l and 35. The lower end of this blade may also be provided with an antifriotion roller .at 36.

37 is a check-valve in the passage 27, and 38 is a check-valve in the passage 29. The stems in these check-valves extend down into chamber 25 to the arms 84- and The check-valve stems and arms are so proportionedfand arranged that when the controllino: blade 33 is in its vertical position neither of the check-valves can close.

39 is a locking member which. when the valve is open, will assume a position below the path of movement of the controlling blade 33 and its roller 36. but when raised will hold the controlling blade in diiiferent desired positions in a m nner which will be fully described hereinafter.

On the upper end of the piston rod 21 a sheave 40 is rota tably supported. A rope or cable 41, which is connected with the counterweight 19, is run down under this sheave and up to the car 10. The rope is run over a sheave 42 on the car and to a bell-c'ank lever 43 to one arm of which it is affixed at 44. v The bell-crank lever is pivoted at 45 to the car and is provided at 46 with an antif iction roller which projects from one side thereof. A weight 47 supportedupon the piston rod 21 keeps the rope 41 taut and tends to hold the lever 43 over against stop 48, and to hold the pist ns within the'valve 20 in their lower position. At 49 a yoke is shown which connects locking member 39 with the piston rod 21.

50 designates an adiustable stationary.

cam in the elevator-well in the path of movement of the roller 46. T his cam is preferably constructed of a T-rail 51 as shown in Fig. 3., supported to the building by means of eye-bolts 52. Bolts such as at 53 project through these eye-bolts and through the web of the rail at intervals, "and are fastened to the structural steel '54: or

other suitable portion of the building in which the elevator 'is installed by means of nuts The cam 50 is shown at the'upper end of the elevator-well. A' similar cam 56 is placed in the lower portion of the well.

Before describing the other figures of the drawings 1 will point out the operation of the apparatus which has been above described. While the car is in the portion of its travel intermediate the cams 50 and 56, the weight 47 will hold the automatic stopvalve pistons in their lower position. The rope a1 is of sufficient length to allow these pistons to move down'far enough to cause the piston 23 tobe below the port 31, but the piston 24. can never move down over port The'spa'ce between these two pistons 'aflords a clear passage between the pipes 17 and 18 so that water or otherfiuid may pass through valve 20 in either direction. hen

the fiow is from the pipe 17 to the pipe 18, as'is usual during the upward movement of the elevator,i t is evident that thehydraulic pressure is greater in the passages 26 and '27 than in the passages 28 and 29. This difference in pressure will cause the controlling blade 33 to be swung over to theleft as it is shown in Fig. 4. This will allow the check-valve37 to be closed but will tend to openwider the check-valve 38 When the flow is in the other direction these conditions willbereversed and the blade 33 will be swung to the other side! As the car nears either end of its travel the valve 20 will be automatically closed.

Let us assume that the car is running up. When it reaches the desired point, roller 46 will be brought into contact with the cam 50. The

' latter is inclined to the direction of travel of the car so that the continued upward movement of the car willcause the lever 43 to be pushed over. This will pull the rope 41 and. through the connections previously po nted out, will raise the piston rod 21 and ,itsconnected parts. The effect of this will be to clo-e the passage between pipes 17 and 18. thus 'brirg'ng the car to rest by shutting 01f its motive fluid. This action may be -made to take place as rapidly or as slowly as desired, depend'ng upon the degree of 1n-' clination of the cam 50. Some parts of this action may be made totake place more rapidlv than others.

I have shown that while the elevator is running up thecontrolling blade 33 will be swung over to the left. The upward mo ement of the piston rod 21 will, through the yoke 49, push the lockingmember 39 upward against this controlling blade and will thereby hold it over;

By this arrangement the elevatormay be --started down again 'after having been automatically stopped.

charge.

When the valve 16 has been manipulated to causethe water to run out of the cylinder 13 to the discharge 15, this water will take the following path through the automatic stop-valve 20. From pipe 18 it may go through passages :28 and 29, past checkva'lve 38, which is now held open positively, and through check-valve 37 which will automatically open and allow the water to pass through passages 27 and 26 to the pipe 17,

to the inclination of cam 50, this will cause the lever 43 to be pushed over and to actuate the automatic stop-valve in the manner above set forth.

The automatic stop-valve 20 shown in Figs. 6 and 7 and the connections between it and the actuating lever 43 on the car differ somewhat from those previously de scribed. Within a cylinder 30 are three pistons, as before, mounted upon a pistonrod 21 Below the cylinder a chamber 25- is provided which communicates with passage 26 which connects with the pipe 17,

and with passage 28 wh ch connects with pipe 18. Check-valves 37 and 38- control the connections between the chamber and these passages. The stems of these check-valves project through the easing into the path of movement of the upper arm of a T-shaped lever 60. This lever is pivoted at 61 in a yoke 62,wh?ch exends around the valve and to which the piston-rod 21, the actuating-rope 41 and the weight 417- are attached. The pivot passes through and is ert'cally guided by a slot 63 in a lug 64 which depends from the bot om of the valve casing. An antifriztion roller 65 is placed at the lower end of the T-shaped le er 60. In this case the piston-17rd of the main c-"ntrolling valve 16 is designated by 66. It is carried out throrgh the end of the alve and is connected with the lower arm of lever 60 by means of a connecting-rod 67, between which and the piston-rod 66 are placed, a. pair of compression springs 68 and 69. This valve operates to stop the elevator in substantially the same manner as that previrnsly described. The control of its checkvalves, however. is in this case performed in a somewhat different manner. When the main valve is mo ed to cause the elevator to run'up, its piston-rrd 66 will be moved over to the left as shown in the drawings.

Through its connection with the lever 60 it will cause the latter to be tilted in the manner shown. -When in this position the check-valve 37 will be able to seat itself, but the other check-valve 38 will be raised from its seat. Now, if the yoke 62- is raised to actuate the step-valve, it will carry with it the T-shaped lever 60 which will tend to raise the check-valve 38 higher. When this yoke and lever are raised, the roller 65 will pass to one side of the lower pointed end of the lug (it, and this will cause the lever to remain in its tilted position after the pistonrod 66 has been returned to its central position, and even after it has been moved over to the right as far as it will go. The resilient connection between the piston-rod and the lever 60 provides for this movement. It is evident now that when the main valve 16 is moved over to cause the elevator-car to run down, that the water will pass from the cylinder 13 through pipe 18, passage 28*; past check-valve 38 which is locked in its open position in the manner which is described; through chambers 26 and 26 to the pipe 17. This automatic stop-valve has its pistons held, as in the previous case, in their lower position by a weight 47 which is aflixed to the yoke 62. To the upper end of this yoke a rope 41 is attached which is run up through-the elevator-well and fats tened to the upper end thereof as at 41 Ihe lever 43 is pivoted as before at 45, but in this case is connected with a cross-arm upon the-ends of which are carried pulleys l iand 4-4- which engage with and run upon opposite s des of the rope ii". In this case when the lever 43 is pushed over by one of the cams it will swing these pulleys in opposite directions and thereby take up the rope 41 and raise the yoke 62 withits con nected parts to thereby operate the valve 20-. By these simple arrangements the troublesome deflecting ropes or movable cams which have heretofore been used to actuate automatic stop-valves are dispensed with.

It will be observed in the construction herein described, that the valve is moved by a longitudinal pull on the vertical sided loop of rope having its ends connected to run with the car, and one of said end connections including a movable take up device actuated by stationary means outside the car. By this construction, the actuating pull which can be applied to the valve will depend upon the strength of the rope, and such pull will directly and positively move the valve to effect a safe stop of the car. It will also be seen that a single running rope connected to a single valve having an open and a closed position effects a positive closing of the valve at each end of the run, when the take up device is actuated, the weight simply serving to open the valve and restore the take up device to its position for the next stop. The position of the cams is adjustable and may easily be set to suit conditions or changed at will to obtainditlerent desired actions of the stop-valve. A grad ual slow-down with a quicker stop may be obtained, or, in the same installation, the cam may be adjusted to cause a quicker-acting slow-down with a more gradual final stop.

A single automatic valve such as herein disclosed is arranged to do the work for which two valves are usually required. This valve has been made the subject-matter of another application for patent which is filed herewith and given Serial Number 499,504:. This one valve, as has been shown, will stop the How of fluid in either direction and still allow the fluid to flow in the direction opposite to that in which its flow has been stopped. y

I have shown this invention applied to a hydraulic elevator as it is especially adaptable to elevators of this class. But I do not limit its use to hydraulic elevators as automatic stop devices embodying the novel features of this invention may be designed for other ty es of elevators. I have illus' trated more than one arrangement of the actuating mechanism and more than one design of valve to show that I do not limit myself to any specific arrangements or constructions.

vWhat I claim is 1. An elevatorcar, an automatic stop de vice therefor, an automatically actuated lever on the car for actuating the stop device, stationary cams near the ends of travel of the car, both of said cams being arranged to cause the movement of the car to actuate the lever in one direction to stop the movement of the car in one direction or the other, and a rope between said stop device and the actuating lever.

2. An elevator-car, an automatic stop devicetherefor, a lever on the car for actuating the stop device, stationary can s near the ends of travel of the car for causing the movement of the car to actuate the lever, adjustable supports for the cams, and a rope arranged to run with the car, connecting said stop device and the actuating lever.

3. An elevator-car, a hydraulic hoisting mechanism, an automatic stopvalve therefor, means for holding said valve open, a lever on the car for moving the stopvalve into closed position, stationary cams near the ends of travel of the car for causing the movement of the car to actuate the lever in one direction, and a rope between the stopvalve and the actuating lever to close the valve against the action of said holding means.

l. An elevator-car, a hydraulic hoisting mechanism, an automatic stop-valve therefor, a lever on the car for moving the stop valve in one direction to, close'said valve, stationarycams near the ends of travel of the car for causing the movement of the car to actuate the lever, adjustable supports for ment of the car in either direction for moving the stop-valve in one direction, to thereby stop the car, and said stop-valve comprising. means dependent upon the position of the controlling valve when the stop-valve is actuated for allowing the car to be started in the opposite direction.

6. An elevator-car, a hydraulic hoisting mechanisnna controlling valve and an automatie stop-valve therefonaneans on the car for actuating said stop-valve, stationary cams near the ends of travel of the car for causing the movement of the car in either direction to move said actuating means in one direction, a flexible connection between the stop-valve and'theactuating means on the car for causing the movement of the ac tuating means to close the stop-valve; said stop-valve comprising means dependent upon the direction of movement of thecar at thetime the stop-valve is closed for allowing the car to be started in the opposite direction.

7 An elevator-car, a mechanism controlled by the flower 2! fluid in one direction or the other for causing the car to run up or down, a controlling valve and an automatic stop-valve for said fluid, a lever on the car for actuating said stop-valve, stationary cams near the ends of travel of the car for causing the movement of the car in either direction to move said lever in one direction, a rope between the stop-valve and the lever for causing the movement of the lever to close the stop-valve to thereby stop the flow of fluid. and the movement of the car, and means for holding the stop-valve open Whennot acted upon by said actuating pass,

means; said stop-valve comprising means dependent upon the direction of How of the fluid at the time the stopvalve is closed f r providing a path for the flow of the lluid in the opposite direction.

8. An elevator-car, an automatic stop device therefor, and means connecting the car and said device arranged to be actuated by the movement of the car in either direction for moving a part of said stop device in one direction to thereby stop the car, said stop device comprising means automatically set by the direction of flow of the motive fluid at the time said stop device is actuated to stop the car and controlled by the actuation of the stop device, for allowing the car to be again started in the opposite direction.

9. An elevator car, a hydraulic hoisting mechanism, an automatic stop device therefor, means actuated by the movement of the car in either direction for moving a part of the stop device in one direction to thercby stop the movement ot the car in either direction, said stop device comprising a by controlling means in said by-pass for allowing fluid to flow therethrough in one direction or the other. and intermediate connections between said movable part of the stop device and the controlling means in said by-pass whereby said controlling means is controlled.

it). An elevator car, an automatic stop mechanism therefor, and. means connecting the car and said mechanism arranged to be actuated by the movement of the car in either direction for moving a part of said stop mechanism in one direction to thereby automatically stop the car; said mechanism containing means for permitting the car to be started in a direction opposite to that in Which it was moving before being automatically stopped, and a device actuated by the movement of said part of the stop mechanism for controlling said means contained in the mechanism.

In testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

KARL E. OSSIAN JANSSON. lVitnesses:

PAUL T. Banvran, Ennnsr XV. ll Linsininn.

Copies of this patent may be obtained for five cents each. by addressing .the Commissioner of Patents Washington, D. C. 

